OPINIONS FROM OTHERS.
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The Future of Motor Transport.
The Editor, THE COMMERCIAL MOTOR.
[1592] Sir,-----Some of your readers who are interested in motor transport will have been surprised at the manner and time of the recent written attack upon commercial motor traffic by the secretary cif the Automobile Association, and the more so if they recalled the fact that the chairman of that body, Mr. W. Jeynson-Hicks, M.P., is president of the Manchester, Liverpool and Counties Ccannaercial Motor Users Association and also the North and East Lancashire Commercial Motor Users Association.
Major Stenson Cooke's Statement that users of " heavy motor traffic" do the greatest damage to roads and do not pay for then is misleading. Whilst the proceedsof the petrol tax are temporarily diverted for war purposes from the Road Improvement Fund to the National Exchequer, the petrel tax is still levied and paid. The proceeds of this tax upon a 3-ton petrol wagon or a 3-ton motorbus vary from 226 to 260 annually, according to routes and mileage. As to steam wagons and small steam tractors, there are only some 4000 of them in the United Kingdom, and their inestimable service to the country in hauling munitions and food during the present dearth of petrol is, surely, a good off-set to their present freedom from annual taxation? Traction engines do pay heavy annual licence fees.
As to Major Stenson Cooke's reference to the proposed United Council of Motor Users, Producers and Distributers, I beg to inform you that the Commercial Motor Users Association has declined two invitations to join it. The Standing Joint Committee ,af Mechanical Road Transport Associations, formed in 1912, of which Joint Committee I have been hon. secretary since its establishment, has been proven by experience adequately to represent the collective views and interests of mechanical road transport, which considerable branch of locomotion is defined in the Joint Committee's constitution to include "all mechanicallypropelled vehicles used for industrial and commercial purposes other than tramcars." The organizations represented on the Joint Committee are -Commercial Motor Users Association.
Furniture Warehousemen and Removers Associa London and Provincial Omnibus Owners Associa tion.
National Motor Cyclists Fuel Union. National Traction Engine Owners and Users As sociation.
Royal Agricultural Society of England. Showmen's Guild.
Steam Cultivation Development Association.
If I may be allowed space to throw out a few hints of a constructive nature anent a progressive move for other and apparently disunited 'sections of motoring, I wish to urge the primary need for unity in their Own respective ranks. Let us see the spirit of unity in being between the Royal Automobile Club and the Automobile Associatioia before the larger task is attempted, and a like realization of sectional unity on the manufacturers' side between the Society of Motor Manufacturers and Traders and the Association of British Motor and Allied Manufrieturers: '
The promoters of the scheme for a United Council of Motoring will be well advised to recognize the effect upon the public mind of the definite a,bstention of (I) the Commercial Motor -Users Association. (2) the Automobile Association and Motor Union, and (3) the Auto-Cycle Union. The alleged union has not yet been achieved.
Is there not more hope from the group system as a means to the desired end? The mechanical transport group—the one which is fully representative of indus trial and commercial motorists—is complete (as above) and, ready for negotiation or action. It embraces the national road interests of hauliers of all classes of war material, of distributers of agricultural produce, of goods transportation endertakings in general, of public passenger carriers, and of industrial (raunition worker) motorcyclists. Will the Automobile Association serve the best interests of its members by fomenting a conflict with these deep-seated concerns of the people ? Does the A.A. think that the private motorcar, as such, commands the vote of the majority of workers and wage-earners 7— Yours faithfully, F. G. BRISTOW, Hon. Secretary, Standing Joint Committee of Mechanical Road Transport Associations.
Two., Drivers' Licences Not Wanted for a Sentinel Wagon.
The Editor, THE COMMERCIAL MOTOR.
[1593] Sir,----Our attention is called to your "Answer. to Queries" No. 4R79 (Ross) in which, doubtless by, a slip of memory, your staff conveys quite a wrong impression, so we shall be glad if you will publish thia note to put your inquirer right. Whatever may be the case with ordinary steam wagons, the Sentinel has all driving and steering controls comfortably handled by one man, so that often for short trips actually no second person at all is on the wagon, while for long journeys the Most that is necessary is a lad (or girl) to put fuel on the fire from time to time.
No second driver's licence is therefore ever required by law or magistrates for a,. Sentinel wagon, and, a still greater advantage, all likelihood of accidents through misunderstandings or faulty co-operation between driver and steersman is absolutely prevented. One brain alone controls the working of the Wagon. •
Sentinel wagons are re-gistered free of charge by the makers,', and all wagons now turned out by then,. &refitted with rubber tyres, as steel tyres have proved quite unsuitable for modern transport, which requires speed, quick steering, easy manoeuvring, silent running and maximum comfort for driver.--Yours faith, fully, ALLEY AND MACLELLAN, LTD. Shrewsbury.
Motorvans for Driver-owners.
The Editor, THE COMMERCIAL MOTOR.
[1594] Sir,—I have read with much interest " Inspector's" article in your issue for the 21st February concerning " Motorvans for Owner-driters," and as he states that he does not know of A, driver-owner of a petrol-driven machine I thought it might interestyou to know that I have been in such a position for the past; two years. In spite of periodic increases in the cost of petrol and spare parts, I have found the running of a machine on these lines, over this space of time, to be a profitable investment. I ant capable of carrying Out my own rep-airs, which, of course, has saved me much expense.. When I considered the idea, in the first place I was not in a position to purchase an up-to-date van, and as a consequence I bought a. second-hand 1906 Humber. This machine had given much good service in previous hands, so that I am confident that if material assistance could be given to prospective purchasers to obtain more up-to-date vehicles, there is much scope for the driver-owner of a machine of this class to obtain a good living.
I would advocate a one-ton van, as my experience has proved to me that a 10-12-cwt. van, as suggested by The Inspector," is not large enough to offer a goodreturn.—Yours faithfully,
Bromley. S. SOA R N, emoval Contractor.